Ford Mondeo 2.0 TDCi
Background
While premium family car ranges from BMW, Audi and Mercedes sell in ever greater numbers, sales of cheaper rivals from Ford and Vauxhall have been finding ever fewer buyers. But that doesn’t stop these brands from having repeated cracks at this shrinking market. The numbers are worth chasing if the investment is spread across multiple models and you can tempt premium buyers by offering well kitted cars developed to the point of offering irresistible value.
That’s the theory, at least. The new Ford Mondeo instantly offers value by providing more metal than your BMW 3-series as well as a level of finish, kit and sophistication that gets closer to what a BMW offers, for thousands less. It’s a combination that Ford hopes will at least allow the Mondeo to maintain its sales momentum, if not build on it.
The original Mondeo replaced Ford’s Sierra, whose Citroën-esque styling initially proved a sales deterrent. The Sierra’s advanced looks hid rear-drive underpinnings that Ford abandoned with the front-drive Mondeo, which was also intended as a world car.
It succeeded in Europe but not the US, despite gathering a fine reputation for handling, sophistication and convenience, if not style. The 2000 version was better looking and still more sophisticated, but never crossed the Atlantic, and neither will this 2007 edition, despite its greater size.
Design
This is the third all-new Mondeo iteration since the model’s birth in 1993, and in principle its mechanical make-up is much the same: transverse, front-drive powertrains, MacPherson strut front suspension, something multi-linked at the rear and a level of functional development that enables this Ford to offer more than might be expected in the areas of handling, steering, ride comfort, refinement and convenience.
All of this is underpinned by attention to the economic realities of insurance groups, cost of service and repair, safety, theft-proofing and low fuel consumption that can win or lose the big fleet orders that make or break models like these.
In fact, there are few truly fresh engineering features to be found in this car, which instead rides a contemporary innovation wave largely generated by its suppliers. You can have your Mondeo with adaptive cruise control, a hill-holder and various levels of voice-activated infotainment system, as well as collision mitigation systems, adaptive damping, climate control, trick headlights and so forth.
What gives it a potential edge is the thoroughness with which these systems have been developed and integrated into the car, and the sheer scope of safety and convenience features being offered in a model whose prices start at £15,000.
All this is built into a car that has grown, particularly in terms of its width, which has swollen by almost five inches. This Mondeo is also slightly longer and taller, with the result that it weighs, model for model, up to 175kg more than the outgoing car.
Still, it’s also stiffer; the torsional rigidity of this five-door is improved by 130 per cent. It’s significantly roomier than the old model and safer, too, what with seven airbags, active front head restraints and a steering wheel and pedals that move away from passengers in an impact.
On the Road
Solid, quiet power delivery characterises the 138bhp 2.0-litre TDCi engine sampled here; it musters 236lb ft of torque between 1750 and 2240rpm, though up to 251lb ft of overboost is momentarily available. It's soft, civilised, and revs smoothly to the red line.
Our acceleration runs were recorded in damp conditions, explaining the discrepancy between our 10.0sec 0-60mph and Ford’s claimed 0-62mph time of 9.5sec. But this number fails to reveal the thrusting in-gear punch that this engine can deliver.
However, you'll often need to call upon that thrust because the Mondeo's gear ratios are tall, and the engine a little weak before the turbo kicks in; the engine starts to grumble a little if you ask it to amble at 30mph in fourth, for example. That tall gearing almost eliminates engine noise when you’re in sixth on the motorway, though.
It only takes one bend to reveal the excellence of the Mondeo’s chassis. It turns in with swift confidence, and the body comes after it without any of the heave and flop that you might expect. Body composure is impressive, then, but not as striking as the Mondeo’s resistance to understeer, which is emphatic, and your confidence is only heightened by well judged steering that delivers consistent weighting and decent precision.
On the sports suspension and 18in alloys that this test car came with, you’ll have a ride that is just pliant enough to avoid any jostling or jarring, but we’d recommend the standard suspension and wheel size. With this set-up you lose almost nothing in body composure, and gain a ride that often teeters on the exceptional.
ESP is standard, and there’s an optional electronic, adaptive damper set-up called CCD (continuously controlled damping) that functions in league with Interactive Vehicle Dynamics Control (IVDC).
The minor spoiler here is the braking. There are no issues with stopping power, but the pedal feels over-servoed and we found it hard to heel and toe.
Living
If you want to see where much of the graft – and money – has gone into this new Mondeo, take a look at the cabin, because its finish has been taken to a new level, as Ford chases after the standards set by industry leader Audi.
The Mondeo can't quite get there, because it costs thousands less than the equivalent A4. But you could hardly call this interior cheap. Pleasing soft-touch plastics skin much of the dashboard and doors. Tasteful aluminium décor features extensively, as do piano-black lacquer inserts.
The instrumentation looks appealing and the seat fabrics, the steering wheel and the design of the subsidiary controls lend the cabin a sophisticated, high-quality aura that makes it a pleasing place to be. There are minor cheap moments, such as the glovebox lid and the extent of the Ghia’s veneer abuse, but on the whole it is an attractive piece of work.
At least as important is the spaciousness of this interior. We wouldn’t quite call it limousine-like (as Ford does), but there really is a lot of legroom in the back, besides a well shaped 60/40 split rear seat. The top models even come with B-pillar-mounted air vents, and there are optional seat heaters too.
The boot is huge and well shaped, the rear seats fold to form a flat floor and a protective bulkhead, and there are load hooks and tie-downs.
Ford will also be keeping service and repair costs low, though the use of a cambelt rather than a chain means eventual expense with this engine. The ‘sacrificial panel’ – a body-coloured plastic section of the tailgate that absorbs knocks to save the steel pressing – is an example of its attention to detail.
The 2.0 TDCi’s 156g/km of CO2 is competitive, as is its fuel consumption. Ford has less control over used values and the Mondeo’s (relatively) lowly branding, and its segment are all likely to condemn it average residuals. But that could make it a fine used buy.
Verdict
Even in the £21,000 top-of-the-range form we test here, this Mondeo has the qualities to be a more-than-plausible competitor against similarly priced premium offerings. If it were a little more stylish, it might win over more brand obsessives than those already tempted by its impressive roster of qualities.
Not only are the basics right, such as packaging, comfort, convenience and economy of ownership, but the Mondeo also serves up plenty of the sophistication that premium buyers seek. Many premium buyers will ignore all this and remain unable to contemplate a Ford, despite its lower price — but that’s their loss.
Against its direct competitors, many shortly to be replaced, such as the Vauxhall Vectra and Renault Laguna, it is an easy winner. The only real disappointment is styling that’s less exciting than the hardware wrapped within.That apart, this is an excellent car.
Ferrari 430 Scuderia: the lowdown 
It all looks pretty stripped inside. What happened to the carpets? 
What's changed on the outside?Visually, the front of the Scuderia takes an even more aggressive stance over its F430 siblings. The front air intakes have been reshaped and become even bigger, while a new front splitter helps the Scuderia carve a cleaner line through the air and keep the front end more firmly planted. The rear intakes too have been slightly tweaked, with a slight flare due to the larger sills that accentuate the new racing profile of the car.
As this is the only view I will see of F430 Scuderia what should I look out for?The F430’s aggressive makeover continues at the rear with a revised exhaust layout. Gone are the four pipes of old, replaced by two larger exhausts situated either side of the number plate. The rear diffuser has been altered but retains the familiar shape of the standard car's, while the boot vent gets larger and a 430 Scuderia badge.
The Scuderia makes its official debut at the Frankfurt show this September and CAR will be driving it shortly afterwards.
Overview
Now that it has been bought by the Volkswagen Group and put under the direct supervision of Audi, Italian sports car manufacturer Lamborghini, passed from owner to owner for the last 35 years, finally has a stable platform from which to operate, and a group of companies that can offer high-technology and manufacturing synergies while it goes about designing and building breathtakingly beautiful sports cars.
The new, 2007 Lamborghini Gallardo Superleggera is proof that the partnership is working.
Superleggera means super light, in Italian. The Lamborghini designers took the existing Gallardo coupe, added still more power and more torque to the V10 engine, and then took 220 pounds out of the car by substituting lightweight carbon fiber and titanium throughout the car to make it quicker and faster than it was before.
This thing is so quick, so fast, so loud, and sounds so angry at full-throttle that it may scare kids, old people, pets, and livestock. But that's just part of its charm.
This is one of the most exciting, easy-to-drive sports cars ever built, a very special car for the few who can afford it.
Model Lineup
The Lamborghini Gallardo is available in coupe and roadster versions.
The Superleggera is intended for drivers who may want to take it to the race track on weekends, so it comes only as a coupe, safer and more structurally rigid than a superlight roadster would be.
Options for the Superleggera include a stationary rear wing instead of the standard articulated wing that rises and falls with the speed of the car. Also on the options list are eight-piston carbon disc brakes ($10,000), as well as a window net, fire extinguisher, and a bar for competition seat belts.
The six-speed manual transmission is a no-cost option.
A navigation system and an entertainment system is available for the Gallardo, but not on the Superleggera version because it would add weight. You can listen to the AM/FM radio, or just listen to the music from the V10 engine.
Safety features include seat-mounted side air bags, anti-lock brakes, traction control, electronic stability control, and all-wheel drive.
Smoother styling reflects driving refinement.
Dodge Durango looks tough but rides smooth, with a level of refinement not usually associated with Chrysler Corporation products. Its handling is stable and relatively agile given its size and heft. Inside is a quiet, roomy, comfortable and technologically sophisticated cabin.
This second-generation Durango, which first appeared as an '04, is significantly larger than the original, slipping between the Chevy Tahoe and Ford Expedition in exterior dimensions.
For 2007, the Durango has been significantly face-lifted outside and updated inside. An entirely new front end maintains Durango's identity, while adding smoothness and sophistication.
Second-row bucket seats are now available. Seat fabrics are more stain resistant, and Limited models now feature dual-zone automatic climate control. Also new for 2007 are power windows that operate in express mode both up and down. A new one-touch lane-change feature allows the driver to quickly activate a three-blink turn signal when changing lanes just as with a Mercedes. Limited models can be ordered with full-screen CD/DVD navigation and Bluetooth hands-free communications.
Safety has been enhanced by making an electronic stability program (ESP) and side-curtain airbags standard. A tire pressure monitor is now standard in most models and ParkSense ultrasonic parking assist is standard on Limited and optional on SLT. Dual-stage front air bags and an occupant-sensing system for the passenger-side front air bag became standard beginning with the 2006 models.
Perhaps the best news of all is that, despite all this new equipment, Durango prices are actually lower this year than last.
One thing that has not changed is Durango's space efficiency. Durango can seat up to seven passengers with its folding third-row seat. With all seats folded, there's more than 100 cubic feet of cargo space. You can slide full-size sheets of plywood in back. And a properly equipped Durango with the optional Hemi engine is rated to tow up to 8,950 pounds.
A V6 is standard, but two V8s are available and both are superb. The popular 4.7-liter V8 is now a flex-fuel engine in 45 states, running on gasoline or up to 85 percent ethanol (E85). It's smooth and it's powerful, but drivers who want or need more can opt for the celebrated 5.7-liter Hemi. Both engines come with a five-speed automatic transmission that's smooth, refined, and responsive. This transmission includes a Tow/Haul feature we like that holds lower gears longer when towing to reduce gear searching.
Interior Features
The Dodge Durango feels spacious inside. Large amounts of glass contribute to that feeling along with lots of cargo space. Durango is officially classified as a midsize SUV, like the Ford Explorer, but it's bigger than that and inside it feels like a full-size SUV.
The front seats are comfortable, neither too soft nor too firm, and the four-spoke steering wheel is nice. Upholstery materials have been revised for 2007, and the standard YES Essentials fabric in SLT is said to be stain, odor, and static-resistant. The SLT has orange-hued wood trim, while the Limited presents a cleaner look with its brushed aluminum. And that trim is real wood and real aluminum, not plastic.
A new option for '07 is bucket-type seating in the second row, replacing the standard 40/20/40 bench. A second-row floor console is part of the bucket-seat package. And if you order the optional heat for the front bucket seats, the second-row buckets get it, too. As a compromise for customers who need to carry five adults, a 40/20/40 bench with recline feature remains standard on Limited, optional on SLT and Adventurer. Separate rear-seat climate controls are standard on those models and optional on SXT; that's a useful feature when carrying dogs. For '07, Durango models with rear-seat HVAC also come with a 115-volt power inverter.
Also new for '07 are power windows that operate in express mode both up and down. A new one-touch lane-change feature allows the driver to quickly activate a three-blink turn signal when changing lanes.
Details are carefully thought out, including convenient grab handles cleverly molded into the stubby rear leg of the second-row seat, which ease climbing back to the third row. Once back there, a small bubble in the ceiling provides additional headroom for third-row passengers. A one-piece third-row bench is optional on SXT and standard on SLT and Adventurer. On Limited models, the third row is split 60/40 for additional convenience. SLT and Adventurer (but not SXT) buyers can order the 60/40 split at additional cost.
Behind the second row of seats is 68 cubic feet of cargo space, equal to the total for many SUVs. Put the second row down, and there's 102 cubic feet of cargo capacity. The distance between the wheel housings is 48 inches, so full-size sheets of plywood can be loaded flat. Speaking of loading cargo, this task is aided by the liftgate, which opens very easily. A power liftgate is also available. The cargo floor is relatively low, thanks to the rear suspension design, making loading and unloading easier.
The second and third rows are notably easy to access because the rear doors open an exceptionally wide 84 degrees. The second-row seat easily flips forward with the touch of one hand, and the seatback flops flat just as easily. This is no small virtue.
Instrumentation is clean, handsome, easy to read and easy to operate. It looks classy. We especially like the simple black-on-white gauges and rectangular black Venetian-blind style heating and cooling vents. The center console is deep, under a removable tray. On Limiteds it is now covered in leather. Forward of that is another important compartment designed to serve as a fast-food bin. Two integrated cup holders with removable neoprene for different sizes of drink containers are provided.
We found the SLT's manual heating controls and the wiper controls fussy, and the high beams seemed a little lacking one wintry night. The Limited model's high-tech climate-control panel with automatic temperature adjustment is better. And we welcome the availability of seat heaters.
Driving Impressions
With its size and refinement, the Dodge Durango can be a good compromise between the medium and extra-large SUVs available from other manufacturers. It's smooth and quiet, quite different from earlier noisy, rough-riding sport-utilities. Both V8 engines are good choices but for overall power, cost, and fuel economy we'd opt for the 5.7-liter Hemi.
The 4.7-liter V8 engine is competent, powerful and very smooth. For 2007 it is rated at 235 horsepower and 300 pound-feet of torque; that's 5 more horsepower and 10 more pound-feet than in the 2006. But it still rates only 14/18 mpg with 4WD, using 87-octane regular.
The 5.7-liter Hemi is rated at 335 horsepower and 370 pound-feet of torque. That's a lot more power than the 4.7-liter, with around-town mileage suffering only slightly at 13/18 mpg with 89 octane recommended, 87 acceptable. The Hemi's fuel economy is enhanced by Chrysler's Multi-Displacement System, which disables four of the eight cylinders when cruising by deactivating the valve lifters. In our tests of variable displacement on other Chrysler products, we found the transition between cruising and power modes nearly indiscernible. The Hemi seems like a good value. Plus, it can tow up to 8,950 pounds with the optional 3.92 rear axle, compared with 7500 pounds for the 4.7-liter. Also, the two-speed transfer case comes standard on 4WD models with the Hemi, while it's optional with the other engines.
Hemi, by the way, refers to the overhead-valve, hemispherical combustion chamber design, and harkens back to the 1960s when the 426-cubic-inch (7.0-liter) Hemi dominated both NASCAR stock car and NHRA drag racing. That engine was itself a revival of the original 1951-58 Hemi. Chrysler modernized the basic design in 2003 after it had been gone (but not forgotten) for decades. Still, the Hemi didn't feel like 335 horsepower to the seat of our pants. The 5.7-liter Hemi felt a little more powerful than the 4.7-liter, but it wasn't a night-and-day difference. The double overhead-cam, 5.6-liter, 305-horsepower Nissan Armada feels more responsive than the 5.7-liter Durango, which feels solid, but heavy.
We were most impressed by the five-speed automatic transmission that comes with both V8 engines. The shifts were incredibly smooth. Shifting up or down between third and fourth gears is undetectable. The transmission features a Tow/Haul mode, which holds the gears longer and will even downshift under deceleration, as might be needed with a trailer on mountainous terrain. It's cool when you come toward a turn at high speed and back off, and your automatic transmission drops a downshift for you.
The best fuel economy comes from the 3.7-liter V6, rated at 210 horsepower, 235 pound-feet of torque and 16/21 mpg. It comes with a four-speed automatic and is rated to pull a 3750-pound trailer.
The Durango has good brakes. When you need to slow down or stop, they'll be there. They're big vented discs with twin-piston calipers in front, just the thing for holding back this heavy beast. ABS helps the driver maintain steering control by eliminating wheel lockup, while electronic brake-force distribution (EBD) balances braking forces front and rear for more stable stopping. We slammed on the brakes several times from 70 mph and found the Durango stopped steady and true.
Cornering and handling are excellent, maybe even superb, for a big SUV. The earliest Durangos borrowed some running gear from the Dakota pickup; but since its first major re-design for 2004, Durango has been built on its own mechanical platform. Chassis rigidity benefits from hydroformed box-section frame rails. The ride quality is quite good as well, thanks to plenty of wheel travel built into Durango's suspension. Up front, torsion bars absorb impacts while providing tight control. Out back, Durango centers its live rear axle with a three-segment Watt's link instead of a single-segment Panhard rod. This not only eliminates the slight bit of sway that's built in to Panhard or track bar systems, but also makes room for a lower, wider load floor. Dodge engineers say they considered an independent rear suspension, but found this arrangement provided many of the same handling and space advantages, while retaining the superior load capacity of a live axle. Durango's rack-and-pinion steering provides a 39.9-foot turning circle, three feet larger than a Ford Explorer, but pretty good for a vehicle of this size.
We found the Durango offered good, responsive handling over more than 100 miles of remote twisty roads in the Texas Hill Country. It stayed on an even keel through some very hard cornering. The engine sits relatively far back in the chassis resulting in better balance. We drove 4.7- and 5.7-liter models. Driving a 5.7-liter Durango SLT around Detroit in January backed up our earlier impressions. It felt very secure in icy conditions.
In off-road driving, our Durango didn't hit bottom even when driving aggressively over rough terrain. However, crawling over irregular terrain in 4-Low reveals the suspension is set up more for on-road handling than off-road flex. On a great 4x4, the suspension articulates to let the wheels droop to the ground. That's fine for severe off-highway use, but it's at odds with good handling on pavement. In the Durango's case, Dodge has traded some extreme off-road capability for superior on-road handling, which more people will appreciate on an everyday basis. The off-highway capability, meanwhile, is plenty good enough to get the Durango down primitive roads and two-tracks in the backcountry.
We towed a 5,950-pound trailer for about 30 miles behind a Durango with the 5.7-liter Hemi and decided that's what you need if you need to tow something that heavy. The 4.7-liter wouldn't have been enough
Lineup
The 2007 Dodge Durango is offered in four models: SXT, SLT, Adventurer, and Limited. Each is available with two-wheel drive (2WD) or four-wheel drive (4WD).
A 210-hp 3.7-liter V6 is standard in 2WD SXT, SLT, and Adventurer models. The 235-hp 4.7-liter V8 and five-speed automatic are optional ($785) in those models, and standard in Limited and all 4WD models. The 5.7-liter Hemi V8 is optional in SLT, Adventurer, and Limited.
Standard convenience features for SXT 2WD ($26,280) and 4WD ($29,260) include air conditioning, cloth interior with front bucket seats, 40/20/40 folding second-row seat, power heated foldaway mirrors, front and rear 12-volt power outlets, four-speaker AM/FM stereo with in-dash single-disc CD player, cruise control, tilt steering column, remote keyless entry, 17-inch aluminum wheels with on/off-road tires, a full-size spare and a 27-gallon fuel tank.
SLT 2WD ($28,950) and 4WD ($31,930) add fog lamps, woodgrain instrument panel, power-adjustable driver's seat, one-piece fold-down third-row seating, rear-seat heating and air conditioning, 18-inch aluminum wheels, tire-pressure monitor and a 160-amp alternator. The SLT comes standard with the same cloth seats as the SXT, but leather-trimmed front bucket seats are available ($925). A power sunroof ($850) also becomes available at the SLT level.
Adventurer 2WD ($31,445) and 4WD ($33,565) come with all SLT features, plus special off-road equipment that includes tubular side steps, reversible slush mats, a rubberized washable cargo liner with built-in cargo organizer, Sirius Satellite Radio, unique machine-finish wheels and Mineral Gray moldings and fascias. Adventurer also comes with a Thule roof rack with a choice of six rack systems or a unique Adventurer accessory kit. Adventurer reverts to 17-inch wheels, but with wider tires than SXT.
Limited 2WD ($33,800) and 4WD ($35,925) are the plushest Durangos, with premium leather seats; power for both driver and front passenger's seat; a recline feature for the second-row 40/20/40 folding bench seat; 60/40 split folding third-row seat; dual-zone automatic climate control; overhead console with (new for '07) driver information center; premium metallic-finish instrument panel bezel; eight-speaker, six-CD/MP3/Sirius audio with subwoofer (an Alpine system replaces last year's Infinity); 18-inch chromed aluminum wheels; security alarm and Sentry Key engine immobilizer; auto-dimming for the side mirrors; and a memory system for seats, mirrors, radio, air conditioning and adjustable pedals.
A full-screen navigation system with CD/DVD capability, hands-free communication system with Bluetooth wireless technology, and 20-inch chrome-clad aluminum wheels have been added to the Limited's list of exclusive options.
Many of the Limited's luxury features are available as extra-cost options on lower-cost models. A rear-seat DVD player ($1200) can be added to all models except SXT. Skid plates and a two-speed transfer case are available for all 4WD models. Light-duty and Class IV trailer packages are also offered.
Safety features on all models now include side-curtain air bags with roll-over sensors; these provide significant head protection in a side impact or rollover accident. Seat or door-mounted side-impact air bags, however, are not available. Durango's advanced front air bags deploy with varying power based on the weight of the person in the seat. ABS is also standard, as is electronic stability control with traction control. A tire pressure monitor is now standard on SLT and Limited. Ultrasonic rear park assist is standard on Limited and optional on SLT.
Final Word
Dodge Durango is smooth and powerful with either of the two V8 engines. It rides well and handles especially well, and has excellent engineering touches and details. It was value-priced last year, and with prices reduced and standard equipment added for 2007, it's a better bargain than ever. If you're in the market for a large SUV and like the Durango's rugged looks, you should check it out.
All-new mid-size SUV.
The 2007 Dodge Nitro is an all new mid-size SUV. Dodge redesigned the full-size Durango in 2004, and since then has been planning the Nitro, which is 22 inches shorter. There are many mid-size SUVs out there, and Dodge wanted the Nitro to be distinctive, in order to keep up its reputation for bold styling. The result is a very squared-off vehicle, with exaggerated fender flares.
The Nitro looks and feels larger than its size, with a high seating position that SUV owners like, and good cabin space. It features Load 'n' Go, a cargo storage system whereby the rear seats and front passenger seat fold totally flat in seconds; additionally, the cargo floor slides rearward out over the rear bumper, and can hold 400 pounds, making the loading of heavy objects much easier. It could prevent back injuries.
The Nitro comes in either two-wheel drive or four-wheel drive, with a choice of V6 engines, one old and one new. The new 4.0-liter V6 is better than the old 3.7-liter, with 50 more horsepower and fuel economy that's only one or two miles per gallon less. However the 4.0-liter engine only comes in the top-of-the-line R/T model, which costs about $2700 more than the most popular SLT. But a five-speed automatic also comes with the R/T, and that transmission, too, is better than the standard four-speed in the SLT. The R/T has a more comfortable ride, as well.
There are three types of upholstery: basic cloth, a handsome stain-repellant cloth, and beautiful perforated leather. No matter which covering, the seats are very comfortable. The cabin is quiet thanks to heavy use of sound deadening material, and visibility out the rear and to the front corners of the Nitro is excellent.
For a base price of $19,225, a Nitro owner gets many safety features that are usually optional on other vehicles, such as front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, electronic roll mitigation and a tire-pressure monitor.
Walkaround
Dodge publicity makes a big thing about the Nitro's looks, citing its so-called athleticism. We're not sure. We might call it brawny, but mostly it just looks boxy. The exaggerated fender flares are the only rounded parts in the styling. Every other angle is square-ish. It looks and feels larger than mid-size, which some will find to be a good thing.
From the front, it's unmistakably Dodge. It's got that big crosshair grille, which looks much better in body color (R/T) than chrome (SXT, SLT). The horizontal headlamps, turn signal slits and foglamps are a tidy fit in the massive face.
However it doesn't appear as if much attempt was made to have the front bumper/fascia be tidy; it's got edges all over the place, including a valley that might hold a three-foot-wide license plate, or maybe a bumper sticker that says, "I'm a Dodge so I'm in your face!" Under that, there's a wide air intake for the power steering cooler, whose thin fins are exposed to flying stones because there is no screen.
Taking a cue from the faux portholes on the Buick Lucerne, or possibly the tradition of a Mercedes-Benz sports car, there's a trapezoid-shaped insert, black plastic with three chrome ribs, located just forward of the mirrors. It's intended to look like a cooling slot. It's a nice touch, and for such a small piece it goes a long way toward relaxing the Nitro's blocky shape.
In silhouette, with its relatively upright windshield, very high beltline and rectangular windows, plus short front overhang, its shape is reminiscent of, say, a '62 Dodge Power Wagon. But from the rear three-quarter angle, the lines around the rear glass are reminiscent of its bigger cousin, the Jeep Commander. We like the cleaner black, rather than chrome, around the windows.
Our test Nitro R/T was equipped with standard 20-inch chromed aluminum wheels, and they sure are showy. The much narrower sidewall on the 20-inch tires doesn't appear to offer much defense against flats.
Interior Features
The SXT comes in a basic cloth, but the cloth in the SLT and R/T is something called YES Essentials; it claims to repel stains, control odors and reduce static electricity. The optional perforated charcoal leather with red stitching in our test R/T was beautiful. The front buckets were very comfortable and supportive, with excellent bolstering.
The steering wheel is a handsome four-spoke, with a big center hub and thick spokes at 9:00 and 3:00 o'clock, smaller spokes at 5 and 7; the info center buttons are under your thumb on the big spokes. There are three big main instruments: speedo in center, tach on right and fuel and temp on left. They're very good looking and especially legible, with the digital information still visible in the sun because the three pods are thoughtfully shrouded. Chrysler does gauges right, and generally blows GM out of the water when it comes to handsome style and function.
There's good front seat legroom, and it feels like there's even more because the dashboard is narrow, making the cabin feel nothing like that in a minivan. The dash also has an insert over the center stack, about 6 by 9 inches with grippy rubber at the bottom, and it's perfect for, well, things. The glovebox is the full width of the passenger side.
Rearview visibility is very good, with just windows back there, no attempt at swoopy styling with sheetmetal. And again, because the front fenders have no rise or real shape, it's easy to see the front corners of the vehicle, making parking a relief compared to many vehicles this size.
The square theme continues with the center stack and its instruments and buttons for the sound system and climate control, although nowadays many cars look like that, which isn't bad, just almost natural. Everything is clean, easy to operate, and easy to understand. We especially like the door handles, an intelligent ergonomic design: they're like a half loop, and you simply slip three or four fingers of the hand against the door inside the handle, fingers facing forward so there's no twist of the wrist, and pull.
Between the seats, along with the gearshift, transfer case, and emergency brake lever, there are two fixed cupholders and a small recess for change. There's a shallow tray in the top of the center console storage bin, and a deep compartment under that; as one lady on the press launch said, it's big enough to stash her cat, on road trips.
But the Nitro really rises to the occasion behind the front seat. The Load 'n Go function quickly and easily flops the 60/40 rear seats and front passenger seat totally flat. With the liftgate raised, the carpeted (washable vinyl on the SXT) cargo floor slides rearward 18 inches, out over the bumper, saving a loader's back. It can hold 400 pounds.
Under half of the cargo floor there's a four-inch-deep compartment that can store things such as jumper cables and tools, or hide a laptop.
For the past couple of years, Dodge has been working hard on making their SUVs quiet, and the Nitro succeeds. The 3.7-liter engine is rather harsh-sounding, but the Nitro's sound-deadening material muffles it well.
Finally, the air conditioning might be fine on a normal hot day, but it seemed marginal for searing conditions. We drove from San Diego to Palm Springs on a September day, and when we got there it was 104 degrees. The AC was going full blast, and it wasn't doing the job. The fan was blowing strong, but the air coming out of the vents wasn't cold enough to cool the cabin.
Driving Impressions
After long drives in both the Dodge Nitro SLT 4WD and R/T 2WD, we prefer the R/T.
The 3.7-liter engine in the SLT is slightly harsh and too slow, and the four-speed automatic transmission needs another gear; we floored the SLT once at 40 mph, and the tranny didn't kick down and the vehicle felt gutless. The suspension takes bumps with a jolt, especially at lower speeds and mostly at the front wheels. And when we turned off the stability control and drove it aggressively around a hairpin turn, the front end washed out as badly as anything we've felt in a long time, on its Goodyear Wrangler on/off-road performance tires. This was surprising, because the Nitro is a rear-wheel-drive platform.
The R/T costs about $2700 more, but it's worth it. It's better looking anyhow, with more of its trim in the same color as the body, although those 20-inch chrome wheels are a bit much (as a $1405 option on the SLT, too bad you can't get 17-inchers on the R/T and save the money). Chrysler's R/T models are considered higher performance, but in this case it's not hot-roddy high performance, it's more literal: simply a higher level of basic performance by the engine, transmission and suspension.
The 4.0-liter V6 is a new single overhead-cam engine. It's rated at 260 horsepower, 50 more than the engine in the SLT, and it provides 265 pound-feet of torque at 4200 rpm. That's a lot of horsepower and torque, and we can't say that the R/T really feels like it has that much; but we can say that it accelerates up to 90 mph without messing around.
The R/T engine is quieter than the 3.7-liter in the SLT, and it gets nearly the same mileage: 17 city and 21 highway in 2WD, with 89 octane recommended but 87 acceptable. We got 16.7 mpg driving the R/T very hard out in the country.
The five-speed automatic transmission makes a world of difference in smoothness over the four-speed. However in manual mode, it doesn't listen. It only responds to a shift by the driver (at least this driver) about half the time. Most of the shifts to which it doesn't respond are about saving gas. It refuses to short-shift, or upshift before redline under heavy throttle. Nor will it upshift when you back off the throttle. As a result, passing on two-lanes is unnecessarily un-smooth. The upshifts near redline (6000 rpm) are also a bit slow, not as sharp as one might expect from an R/T. And the shift mechanism is not ergonomic; that is, the shifts are made by moving the lever from side to side, not forward and back, which would be easier on the wrist.
The handling of the R/T is reasonably sure-footed, and considerably more precise than the SLT; Goodyear Eagle tires help a lot. But it's the ride that's radically better, in this 2WD model. Theoretically the R/T's tuned suspension should be firmer, and surely it is overall, but it's also a lot more comfortable.
Lineup
The 2007 Dodge Nitro comes as three models, each with a choice of two-wheel drive (2WD) or four-wheel drive (4WD).
re are three models of the new 2007 Dodge Nitro: the SXT in 2WD, $20,735 with part-time 4WD), SLT ($22,635 and $24,145) and R/T and with full-time 4WD); all prices plus $660 destination.
The SXT ($19,225) comes with a 210-hp 3.7-liter V6 and a choice of six-speed manual transmission or four-speed automatic ($1000). The 4WD model ($20,735) uses a part-time four-wheel-drive system. Standard equipment includes cloth upholstery, air conditioning, remote entry with power windows and door locks, 115-volt power outlet, flat folding front passenger seat, 60/40 folding rear bench seat, AM/FM/CD with MP3 and six speakers, tilt steering column, traction control and brake assist, slate-colored molded front and rear fascias and fender flares, folding power mirrors, rear window washer/wiper, and 16-inch steel wheels.
The SLT ($22,635) and SLT 4WD ($24,145) come standard with the automatic. The SLT adds stain-resistant cloth seats, power six-way adjustable driver's seat, leather-wrapped steering wheel with audio controls, Load 'n Go cargo storage system with tie-down rails, overhead console, cruise control, heated mirrors, compass, auto-dimming rearview mirror, vehicle information instrumentation, tinted windows, body-colored front and rear fascias and fender flares, and 17-inch aluminum wheels.
The R/T ($25,310) features a new 4.0-liter V6 making 260 horsepower, mated to a five-speed automatic. The R/T 4WD model ($26,970) has a full-time four-wheel-drive system. The R/T comes with a sports suspension with 20-inch wheels and Goodyear Eagle tires. The R/T is equipped like the SLT, though it also has Sirius Satellite Radio.
Options for all three models include a power sunroof, foglamps, engine block heater, full-size spare tire, and trailer tow package. Full-time 4WD is an option on the part-time 4WD SXT and SLT models. Options for the SLT and R/T include leather upholstery, navigation system, remote start, hands-free phone, AM/FM/6CD/CD/DVD/MP3 sound system with eight speakers plus subwoofer. The optional MyGIG Multimedia Infotainment System features navigation, audio, entertainment and communication wrapped into one, along with voice command and a 20-gigabyte hard drive to store music and photos.
Final Word
The Nitro is the first mid-size SUV from Dodge, and has all the Dodge character. It's built on the platform of the future Jeep Liberty, and actually feels bigger than its size, thanks largely to a high beltline, high seating position, and much glass instead of sheetmetal at the rear corners. It's not easy to make an SUV look distinctive, and the Nitro tries very hard. Mechanically, it's hindered by the 3.7-liter engine and four-speed automatic transmission in the SXT and SLT, the most popular models. The R/T, costing on average about $2700 more, has a more powerful and smoother new 4.0-liter engine, which gets about the same gas mileage at the 3.7, along with a good five-speed automatic transmission. It also has a more comfortable ride. Go for the R/T.